Automatic power-transmission synchronizer



Dec. 25, 1934. BLAND 1,985,762

AUTOMATIC POWER TRANSMISSION SYNCHfiONIZER- Original Filed Aug. 11, 1928 3 Sheets-Sheet 1 44 43 39 a 340 so 46 75 4 45 5a 240 36 d 72 l "h a 40- -35 i 1 as 48 o INVENTOR 1934- R. BLAND 1,985,762

AUTOMATIC POWER TRANSMISSION SYNCHRONIZER Or iginal Filed Aug. 11, 1928 5 Sheets-Sheet 2 1% a-5'9 do 59 B 64? 55 59 c Dec. 25, 1934. BLAND 1,985,762

v AUTOMATIC POWER TRANSMISSION SYNCHRONIZER Original Filed Aug. 11, 1928 -3 Sheets-Sheet 5 FIG I5 7 87 88 75 1 Z i I a W l w I 49 6O 89% 50 48 6 NI/+69 Invenl'or Patented Dec. 25, 1934 AUTOMATICi-QPQWERPTRANSMISSION Y n w syncnnomznn Eeg'inald' Bland, Pasadena," Calif,

Application August: 11-, v 1928, Serial No. 298,934 \Reneyved-Aprillh1933 I v 3o Claims; (01; 14412) 1 The-present invention relates to mechanical. synchronizers and moreparticularlyr to a; me-i, chanical synchronizer design'ed to facilitate reengagement of disengaged-gearsor clutches ina:

-;power-transmission system. l

In a power plant comprising a motor, -ran* en-1. gine, a water wheel, or other'power unit;andta driven load element; such asa vehicle,i a boat, a dynamo, or any sort of machine, itis'frequentlyt desirable to disconnect the 'loadelementx' fromu the power element while in motion, and'yawhile' still motion; to again connect 'it the? same or another power element. :Among the most fa miliar instances are, shifting: gears in an auto-u mobile, switching fromelectric drive: to gas engine drive in a submarine-boat; and 'couplinga reserve engine to a 'dynamowhile' in motion-t in such instances, for safe and 'smooth engagementofthe gears or clutches inthe transmission, sys tem, it is desirablethattheopposing transmis z sichelements whichare about to beengaged shall be brought jasnearas possible'to the samek'lin'ear" speed.*" v The object of my invention is toprovide means i for synchronizing disconnected transmission ele I ments by automaticallyi'egulatingithe speed of the power unittocorrespdnd with the speed- 0f the freely mo'vingloa'd element,havingreferencei to the ratio ofthe gears which areabout tote 1 engaged, and thus to facilitate safe and 'sniodthfl re-engagement "of the transmission elementsr This is accomplished through -instrumentalities operated from the power element and other co acting instrumentalities operated from :the load 'element and other instrumentalities operated by both co-acting -instrumentalities; to vary the speed of the power element,- these i nstrurnental ities being so constructed-and so assembled-in; 7 their relationships to each-other and to the power 1 element, and to the load element,-that-' whnthe power element at any given time is" operating at a speedin excess of the speedof the load element, these instrumentalities willc'c-act-to reducefthe speed of the power'e1ement;-and that when the power element is operatingat a speed less-than the speed ofthe load element; thesame instru-- mentalities will co act to increase the speed of the power element. j i To the above *ends the present-invention includesa power element;a load element; meansfor varying the speed of the power element; and comover; means to vary the fluid or fuel supply thereto; and meanswhereby the fluid or fuel supplyregulator is operated jointly'by a moving part oftheprimerrmoverv itself and a moving part of thedriven 'load',said meansco-acting to vary the fiuid'or fuelisupply inversely as-the relation of the speed of the prime mover to; the speed of the load element'andato maintainxthe fluid or fuel supply without variation when; the speed of the prime mover conforms in a predetermined relation to the speedv'of theudriven load; 5 c

v The invention further includes meansrfor varying. the humor fuel supply to a motor, comprising means! operated by the motoritself; and means operated by the driveh'load; and means for-automatically reducing the fiuid orfuel supply when the motor overruns a predetermined relation to the load,ll and'ffor *automatically increasing thev fluid or fuet supply when the. motor underruns a predeterminedrelation to theload, and for. automatically maintaining the fluid or fuel supply constant when' the motor is runing at a predetermined? relation to the speed of the load.

The invention further'includes the devices and combinationsisof devices-which will be hereinafterdescribed and namedi "A mechanismlfunctloningras I have described,

7 and thus expressing qualitatively the difference form, as I" might use a flat pinion form or a p'wlan'etary gear dorm; a chain and sprocket type, ora pneumatic difierential, or a hydrostatic differential, or an electricahdifiere'ntial, and still fully accomplish my object as set forth herein and within the-scope of the present specification and claims. WhatI believe and-claim to be broadlyf'new with me and desire to protect by Letters Patent is the use of a differential mecharaisin-comprising two oppositely acting elements jointly controlling azrec'iprocally moving element to" synchronize disconnected transmission elements between a power element and a load element; v

I would further pointout thatthe power element-mayzbeiany moving part of an electric motor 10f any sort; or it may be any moving part of anyprimei mover such as a'water wheel, a steameenginerof ,any typea gas engine of any type,.:an airiengine; a windmill, or it may he a moving part of a spring motor, or of a weight motor, or of any clock work. Furthermore, the

load element may be another power element, or it may be any moving shaft or other driving part of an electric generator, of a lathe, of a grindstone, of any power driven machine, of an air propeller, of a water propeller, of a vehicle propeller, or it may be a wheel, or a drum, or a vehicle. 3 i Furthermore, thetransmission elements may be of any type, such as friction clutch, jaw clutch or sliding gear, or may be single or variable speedw One differential driving member, including its driving connections from the power element, coacts with the opposite differential driving'member, including its driving connections frorrrthe load element, to'actuate the floatingmember of the differential which, as the speed varying means of this combination, controls the speed of the load element by opening or closing the ;throttle, advancing or retarding the spark, opening or closing a sluice, increasingcor diminishing electrical resistance as by a rheostat, increasing or diminishing the pitch of vanes as in a wind mill.

or waterwheel, applying or releasing a brake, or connecting or disconnecting anxauxiliary. speed source, or lengthening or shortening apendulum as in a clock work mechanism.

i The invention is shown in the accompanying drawings, of which there are three sheets, in

which Figure 1 is an elevation showing diagrammatically an electrical power plant. with theautomatic power-transmission synchronizer connect-' ed thereto; Figure2 shows an embodiment of the invention in a synchronizer for high and intermediate gear driving ratios of an automobile,"

with its driving attachments from the transmission of an automobile; Figure 3 isqa view of a driving connection from the cluster-gear of the transmission from the line F,F in Fig- 2, looking in the direction of the arrows Fig. 4 is an elevation of the same driving connection illustrated in Fig. 3; Fig. 5 is asection onfthe line E, E of Fig.2, looking in the direction of the arrows; Fig. 6 shows diagrammatically the association of an embodiment of the inventionwith an automobile, having conventionally illustrated elements of thedriving connections of the device; Fig. '7 shows an enlarged .medial section of the transmission elements of the automobile illustrated'in Fig. 6, with details of the operating connections for the device embodying the invention; Fig; 8 is an enlarged View of a camcarrier and cams taken from the line A, A in Fig. 2, looking in thedirection of the arrows; Fig. 9 shows a section on the line B, B in Fig. 8, looking in the direction of'the arrows, with a cam follower associated therewith; Fig. 10 shows a secv tion on the line C, C in Fig. 8, looking in the direction of the arrows, with'a cam follower associated therewith; Fig. 11 shows a section on the line D, D in Fig. 8, looking in the direction ofthe arrows, with a cam follower associated thereillustration of the spring designated by the numeral' 66 in Fig. 2.

principle of the invention, I am first illustrating its application to a single speed transmission, showing for this purpose an embodiment of the invention as applied to an electrical power plant ;in Fig. 1,-in which-The power element, (the gas engine 1), drives a load element, (the armature 5 of the dynamo 4) ,"through a transmission of which the fixed element 2 is arranged to be engaged by'the sliding element 3, it being assumed that the engine is running and that the load element has just .beendisconnected, as illustrated, and. is still running by its own momentum. Means for varying the speed of the power element l'consist of a throttle lever 13 engaged by fingers 12a mounted on a threaded nut 12, the nut travelling on aworm 11 on the shaft 10, the shaft 10 intersected transversely by and integrated with the shaft 9 of the floating member 8 of the differential gear 6, 7, 8, so that the right hand, or

. clock-wisemotion, of said floatingmember closes the throttle and the left hand, or counter-clockwisemotion of said floating member opens the throttle. The floating member 8 is actuated on the one hand by the differential driving member 6 (as operated by its driving connections, the bevel gear 6a, fixed to the driving member 6, and driven .by the bevel gear 6b, which is carried by the shaft 60, andthrough it driven by the helical gear 6d, from its companion gear 66, which is fixed to the shaft 6 which may be the crankshaft of 'theengine 1) and isat the same time coactuated-by the opposing differential driving gear '7 (as operated by its similar driving connections, 7a, 7b, 7c, 7d, 7e, andthe shaft '71, which may be the drive shaft of the load element 5). The differential driving =members: 6 and '7, with their homogeneous bevel gears 6a and 7a, are supported byshaft 10 and idle freely thereon, being spaced by collars 10a which are pinned to shaft 10. The action of the differential gear is such that when its opposing driving members 6 and 7 are moving in opposite directions and at equal speeds, its floating member 8 rotates on a fixed axis, said axis being represented, as shown, by shaft 9, and shaft 10 is stationary. When the driving members 6 and 7 are rotating at unequal speeds a precession is produced in shaft 9 in the direction of] rotation of the relatively faster driving member. ,As shaft 9 is fixed integral with shaft 10, such precession rotates shaft 10. Assuming a clockwise rotation of driving member 6 and a counter-clockwise rotation of the opposing driving member '7, it necessarily follows that when driving member 6 (operated by the engine) is the faster, the resultant action of the floating member 8 pulls the throttle lever 13 towards its closed position, slowing down the engine speed, and when driving member 7 (operated by the load element) is the. faster, the action of the floating member 8 pushes the throttle lever 13 towards its open position, increasing the engine speed. It will thus be evident that this mechanism embodies my primary object, in that the means for varying the speed'of the power element functions automatically tovary thespeedof the power element inverselwwith ranya differencezin speediooi .the powenzelement relativextoithe speedgof thezloadf element, thusisynchronizing the clutch element ,2. withxtheiclutch-element 3-;and: enabling aiisafe andzgvsmootn ire-engagement of clutch elements. 2;

andifl whilezinmotiona t. o Inf Fig. 2; the numeral 14 indicates the top of a-transmissioncase. of an automobilesaiu portion of which has; been cut .away. 7 I haveassumed: thatranyoneo familiar, with the art .1 will? seenthati the: sliding "gears," the; spline shaft, 1 the: shifter; forks;;the clutchshaft and driving gearhaveabeen: omitted-for the sakesofiiclarity; leavingoinwviewithe- C1llSt 8 !?,-$Q&I,10f which theylarge driven gear :15, and. thea barrel i78areashown exposed and: of which the intermediate .16, low 17 and reverse 18adriving: gears are showniin-dotted .line. The portion of; the" propeller. shaft 1.8: which is under the: transmission: casenooverlle and portions of the; high:.andintermediate ear shifter bar 56 and the low. and reverse gear .shiftersbar. '77 are also shownin dotted line inneutralxsettingr As in. Fig; 1; I have chosen aznumerale: combined with letters, to indicate the several ielements of each: geared driving; connection, to the driving gears of the diiferentials. L. Arhelical gear 19, isxmounted;

on thepropellenshaftlfi: and drives apinion: 19av with :further drivingconneotions: comprisingxthe shaft 119b, helical; gears; 19cand 19d, the shaft 19c, helical: gears19f and19g theshaft 19h; and the; pinion lQi... A similar helical gear 20. ismounted; on the cluster-gear barrel 'lfi v-anddrives the'pinion' 20ajwith the continuing drivingconnections;com-

prising the shaft. 20b, helical gears 20c and 2001;

- the shaft, 20e,.helical gears 20) and 209 ,l the shaft 20h and the twdpinions 2m and 20a. The curve ing: arrows indicate-the .direction of rotationiaof the several shafts comprised in these driving-cone nections. 1;

- Two opposed differential driving gears, 26 and;

272 are; arranged tosrotatelvfreely .on ashaft and jointly l drivea :difierentialefioating r member com.- posediuof gears;-28, .28 which rotate freeIy on shafto29; Fixed-cto theo driving gear; 26 is a pinion 21 which ismeshed withpinion l9i, theopposing drivinggear 27* being similarly fixed to pinion 25. which is. meshed ,iwith pinion 2022, Pin ions 2.01" and: 192" havebeen shown to be theter minimfi geared driving connections respectively W from-the clusterr earvbarrel 7.8, and: the,propeller shaft. 13.-, Now,. the cluster-gear is-drivenby a; pinionfixed on the. clutch shaft which; while the clutchjs engagedpis driven by the engine. It must be ipointed outithat, having chosen in this device to illustrateothe .gearedadriidngconne on the: spline; shaft .iis made with twenty-three teeth, and further assuming that pinion 201' is. made with twenty-fivewteeth and that pinion.25 is made with twenty-three teeth, and that pinions: 192' and21 are equal to each other, each thus having twenty-fourteeth, it necessarily follows that when the vehicle is running in intermediate gean the differential driving gears 26 and, 27,

will 511$ rotatinginopposite directions and at equalspeeds and that .thegdifierential wfloating: membenshaft 29 will be. stationaryie In 3513133115.: mission;designedforaa: different gear ratio, in

whichgfor jintermediate, gear, for exampleha i 1 twenty-six toothed gear mightdrive atwentytwo toothed vgear; it wouldmerelybe necessary, to provide that pinion 202 should be made with twenty-six teethqand pinion 25 with twenty-two: teeth tocorrelate the diffcrentialdriving gears as.

described; v r i i Continuing the desoriptionpofi the geared driv.- ing connecticnfirom the propellershaft 13,3;2in ion 21 drives pinion22 which, is arranged to: idle freely ncni shaft 20h.andt to drive pinion=23 which is fixeditoadifferential driving gear: 31. Theopposing differential driving. gear 32-iswfixed1= to the pinion 24, whichis. driven by thelpinion: 207. The? floating: zmembercof this, differential comprisesgears 33; 33 and; their connecting. shaft 34. Ifiwe suppose the:-driven:gear 15 oi he clusr terggearato be made: with thi y-one te th and to be driven'bythe clutcheshait througha pinion 1 made with w seventeen teeth; and pinion; 201 has: thirtyeone teethand pinion 2a haSis il'el' -re teen teeth,, and-if; pinions ;19i, 2l, 22 and 23 each; have 1 twenty-four, teeth, it will i be obvious that: when the vehicle isrunning in high gear the opposing differential driving gears 31 and' 32,7will be travellingiin opposite directions and at equal speeds {and that the differential floating member; shaftBi wil-lzbestationary.. 1 l l 7 Having now illustrated-and; described-a dif-a ferentia-l synchronizer 26, 2'7, 29 with' itsgeared d zivingsconnections from the engine, and

fromoat-moving part of; the vehicle (the 1 propeller, shaft; 18) gearedin ratiosan r p-r a o inter? mediate gear drive oi thevehicle and a second similar difi ere'ntial; synchronizer 31, 32, 33, .34; ear d in raticsappropr a e o hi h a d it is only necessary;to point out that-athirddifferential synchronizes- 1 may beprovided for lowgeanand; so on foranmnumberpiratios as may,

beqrequiredfor any variable, speed transmission.

n For describing (the; operating means from a (inferential: floatingmember to the throttle of the propellinaengine, I will-trace the connection 15130111513118 high igeai' difierentialsynchroniz er. 31, 32, 33;,3'l. Pinion 23 isfixedto drivinggear 3.1 andboth togetherjidle;:freely on shaft 35. Pin-nv ion124'; fixed-to idriving gear 32, likewise idles; freely on shaft 35. Spacing collars, 23a, 24a; 34z 1, fixed -on shaft 35, are provided to preserve the alignmentof the pinions anddriving gears, The fioatinglgmember shaftn34 is fixed transversely through-shaft 35 andlwhen subject to precession, as induced by any difierence in speed -between: thei driving: gears 31, and 32, it rotates shaft; 35. Thisyshatt 35 iSvbOZIlB at-oneend by a thrustl bearing 35 and is pr vid datt e ther end with. a, male. clutch element 3-7 whichis-normally helddisconnected f1 Om the female clutch element 38 y h r prinss 35 e' /Ild 139- i i 1 The shaft 35, tosetherwith all r its *appur tenancesv is, slidableyjax-ially,wand by adequate pressui'e on theethrustbearing 36 can be made;to compress the springs 35a; and 39, and; frictionallyengageutheclutch elements37; and? 38.31. o

Thefemaleclutch;element -38 is fixe clgon.theshaft/l0. which is borne by the thrust ,bearingAL fixed-in thewalhSOcf thecase. Tihissha itO one od wh chi s onnected-to theilever of; th throttle of th b nellineenci ef fll v 44 rides on rollers-A5; ,45, 45 which 5 rest on the floor of the case. When the clutch elements 3'7 and 38 are frictionally engaged, the clock-wise rotation of the shaft 35 which is produced when gear 32 (driven by the engine) is faster than gear. 31 (driven by the vehicle) will pull the throttle lever rod- 44, reducing the fuel supply and slowing the engine down until the'gears 32 and3l aretravelling at equal speeds. Conversely, when gear 32 is slower than gear 31, the shaft 35 will rotate counter-clockwise, and, when the clutch 3'7, 38 is engaged, will push the throttle lever rod 44', increasing the fuel supply and speeding the engine up until the gears 32 and 31' are rotating at equal speeds.

As has been shown, when the vehicle is running in high gear the differential synchronizer driving gears 31, 32, are running at equal speeds and thefloating member shaft 34 is stationary. Conversely, it is manifest that when the vehicle is coasting in neutral and'the differential driving gears 31 and 32 are running equally and the differential floating membershaft 34 is stationary the engine must of necessity be running at high gear ratio in relation to the speed of the vehicle and consequently the separated transmission elements (in this instance, the direct drive from press the springs 66 and 69 and engage the clutch elements 67 and 68, the thrust against shaft '70 being received against the thrust bearing '71. When the clutch 6'7, 68 is thus engaged, the differential floating member shaft 29 is in control of the throttle of the propelling engine through the action of the pinion '72 on its meshing rack '73. Owing to the gear ratios of the geared driving connections as previously explained, when the vehicle is coasting inneutral and the differential driving gears 26 and 27-are rotating at equal speeds and the differential floating member shaft 29 consequently is stationary, the engine will be running at intermediate gear ratio in relation to the speed of the vehicle and consequently the separated transmission elements (in this instance,

the intermediate driving gear 16 of the clustergear and its mating sliding gear on the spline shaft) will be travelling at the same linear speed and thus susceptible of smooth engagement.

In order to provide selective means for supplying the needful pressure against the thrust bearing 36 or the thrust bearing 65, according as it may be desired to synchronize the high gear or the intermediate gear elements of the transmission, respectively, I have fixed a cam carrier 53, having a transverse yoke 55 fastened by the bolt 55a to the high and intermediate'gear shifter bar 56. This cam carrier 53 bears operating cams 52 and 5'7 and disengaging cams 54 and 58. A slot 56a is provided to receive the yoke 55 when the shifter bar 56 ismoved towards high gear. When the shifter bar 56 is thus moved towards high gear the cam 52 immediately forces the cam follower 48 to the left through the guide 51, supplying a resilient pressure through the spring 46 mounted on the cross support 4'7, this pressure driving against the thrust bearing36 with the effect of synchronizing the high gear elements of the transmission as previously described. The cam follower 48 is broken by a hinge 49 al lowing a small upward movement of the right end, but normally held againstsuch upward bending by the downward pressure of the spring 50. As the shifter bar 56 completes its forward movement towards high gear the cam 54 forces the cam follower 48 to bend upwards at the hinge 49 until it is lifted clear of the influence of cam 52 at which point the influence of the springs 35a and 39 return the cam follower to the right and release the clutch elements 3'7 and 38. On the return of the shifter bar to neutral position (as illustratedin the drawings) the cam follower 48 rides on the upper edge of the cam 52 until the end thereof is reached at which point the spring 50 snaps the cam follower 48 down into its original position as shown in the drawings.

When the shifter bar 56 moves in the reverse direction, from neutral (as illustrated) to engage intermediate gear, the cam 57 operates the cam follower 59 to press through its spring 64 against the thrust bearing 65, engaging the clutch 6'7, 68 and thereby, as described,synchronizing the intermediate gear elements of the transmission. On the further travel of the shifter bar 56 to complete engagement, the cam 58 bends the cam follower 59 upwards at its hinge 60, releasingit from cam 5'7 and disconnecting the clutch 6'7, 68 under the influence of the springs 66 and 69. On the return of the shifter bar 56 to neutral the cam follower 59 rides on the cam 5'7 andat the end of the movement isrestored by the-spring 61 to its original position, as illustrated.

A cam carrier 72a is provided, bearing cams 73a and '74 having an upward influence on the hinged portions of the cam followers 48 and 59 sufiicient to lift them clear of the operation of both cams 52 and 57. This is operated by a connection from the draw bar '76 to the clutch pedal so that when the clutch is disengaged the entire synchronizing device is inoperative, as, according to the previous explanation, the device requires a driving connection from the engine to coact with the,

driving connection from the vehicle. Having chosen to illustrate the said driving connection from the engine as utilizing the barrel '78 of the cluster-gear for one of its elements, it is necessary under this condition, for theoperation of the differential synchronizer, to leave the clutch engaged, as otherwise there would be a break in the said driving connection from the engine. Further explanation of the action of the disconnecting cams 73a and '74 will be given in due course.

In Fig. 3, the numeral '79 represents the countershaft carrying the cluster-gear, on the barrel '78 of which is mounted the helical gear 20. Further driving connections, the pinion a and shaft 207) also appear in these drawings. The same elements appear in Fig. 4 and can be easily identified without further explanation.

The section through the case 80 shown in Fig. 5 is illustrative of the rod 44 which leads to the throttle lever of the propelling engine and which bears sections of rack 43. and '73 through which pinion 42 or pinion '72 can actuate the throttle according as the high gear or intermediate gear differential synchronizer, -.respectivcly, may be functioning.

The diagrammatic representation of an automobile power plant shown in Fig. 6 is provided to illustrate the association of certain elements of a' device embodying the invention. The case containing the differential synchronizers is designated by' the numeral 80. An advantageous position of driving shafts 20e, leading from the cluster-gear barrel '78, and 19e, leading from the propeller shaft '18,isshownioutlinedagainst the andi-so i'disccnnecting andrrendering the syn transmission case 94; The throttle -actuating rod-"44,shown Figs. 2 and -'with a broken termination," is here shown in its full extension as connectedtolthe throttle leverv 13. Thefo'ot throttle 84 and the h regular throttle-closing spring '83 are also" indicated to show graphically the direction of action ofthe rod 44. iA part'of the mechanism :is shown whereby the action/of de-clutchingi renders the synchronizer inoperative; #When the "clutch pedal 85 is depressed to iraisewthe clutch lever 86 it also raises a push rod87 against the horizontal arm 88 of'ajbell crank throwing the vertical arm 89 thereof for- :ward and thus'pullingi the draw bar lfi which :pushes the disengaging cams 73a.an'd 74 i'tas already shown in Fig. 2) into operativeposition. An enlarged medial section ofthetransmission case 94 is shown in Fig.7, tocmake more clear the. arrangement of the helical gear 19' on the propeller shaft 18 with the pinion.-19a,,and the helical drivinggear 20 on the cluster gear barrel 78 with the pinion 20a. The numeral93 denotes a section of a tubularlhousing for the pinion 20a; slotted on its upper side to permit the meshing of helical gear 20 withtheipinion 20a, said tubular housing 93 being placed transversely across the transmission case 94 andarranged to be secured to. and supported ,byz the walls thereof; :The cam carrier 53 fixed to-athe highand intermediategear shifter bar 56 islalso shown in Fig. 7, saidcam: carrier 53.carrying high gear synchronizer engaging cam' 52, .high gear synchronizer disengaging: cam 54, :interme- :diategear synchronizerv engaging cam 57,-andintermediate gear-.synchronizer disengaging .cam 58: Q'Ihe same cam carrier 53 is shown enlarged in Fig. 8, a's'viewedrfrom the line :A, A inFig. .2,

and: carrying the above described. cams; 52, 54,

'57, 58.1 i Fig. 9, shows a'section ofthe. cam carrrieri53 taken at the line B,'B in Fig. .8.-and =the intermediate tgear synchronizersaoperating cam follower 59v associated :therewithin inoperative :position. Fig. shows a section of thetcam carrier 53 taken at the line C, ,CIiII Fig. 8;with th e .camwfollower 59 inits operative :positionwas influenced by cam 57.: Fig. ll -showsasection 10f the cam carrier 53 taken at the line D,: D JinJFig. vfipwith the cam follower 59:5returnedto itsworiginaluinoperative position, its hinged portion=hav- 'ing been raised by cam 58wbeyond the-influence of cam 57. Fig. l2 shows axsection ofqthe cam carrier taken :at-the line C, C in Fig. -8, with the cam "follower .59 still inoperative position-rand riding on top of: cam 57 asif the shifter bar 56 the ibell c'rank, 88, 89;:against its"springresistanee -90; ,the;.drawbar=16sattached to thesr-zbcll crank .arm 89. having. operated through; the bQHliJ OiHE-" 9 1' to'i'pull the :cr'oss arm lever 75; 1 which as ful crumed-at Y the pivot 92,! and \thus toipush: the? cam carrier 72a .with" its: cams 73a and '24 under the hinged portions of the cam followers 48v and 259, Hitting the said cam followers e8fiand 'fiilwabove the influence l of the operating scams" 52-iand 5'? chronizers':inoperativewhen the clutch pedal 85 'isl-idepressed." I s Fig." is:. a plan viewi of the r same mechanism in thersame' -situation asshown in elevation in -Fig.13. l i

Figaw16*showsia -face view of the spring 66 which was shown asaside view inFig; 2. advantages of this "invention as embodied inge synchronizer for an E automobile transmission are severaL -Among them, in addition to the advantagealready named, of "ensuring safe iandsmooth gear shifting and thus saving wear 'on -the transmission gears, are the saving of ivear on clutch linings because of the non-use of the clutch for shifting, the saving of wear on universaljoints an'd rear-end assemblies because .-Qfthe 'freedom from"sh0oks common in unskillsh ifting, -and the saving on brake linings due to-the fact that facility in shifting to lower gear --r a-tio's when-going down grades oifersencouragement '-'to a 'driver'touse such lower gears freely. 'The-difficulty of shiftin'g to lower gear when going down gradejdue to the fact that the transmission elements must -be accelerated relative to the vehicle speed, "is so great 'that comparatively few drivers ever acquire the necessary skill to manage" it safely; In this connection-the advantage of the diiferential synchronizer.is self-evident, inasmuch as by it the engine speed is automati- =cally regulated to conform exactly to the speed ofthe vehicle-and thus the descending shift presents no more difficulty than the ascending shift. fIclaimz l-.11 combination; a gas engine, a variable 'speedtransmission;avehicle propelled by said 'engine through' said transmission, a plurality of differential gears, a plurality of geared driving connections from said engine to driving members of said differential gears, a plurality of. geared driving connections from amoving part of said vehicle tot-the opposing driving members of said differential gears, said pluralities 0f geared driving connections conforming in their gear ratios to-the speed ratios of the said variable speed transmission a plurality of driving connections from the fioa'ting members of said differential gears to the-throttle of said:engine, and selective me'ans for controlling said throttle by the driving connection from one of said differential floating-members. i 2. Thecombinatiomdn an automatic transmissionssynchronizer -for a gas engine propelled ve- 'hicle, substantially as described, with a variable speed transmissionyof aplurality of differential synchronizers having :geared idriving connections from the engineHand from-the' vehicle geared in ratios severally:tappropriate to the ratios in :said variable speed: transmission, a "plurality of *normally.:disconnectedsoperating connections between .said "adifferential synchronizersand the throttle of thezpropelling engine; a" plurality of means foriconnectingsaid normally disconnected operating connections; *andaselective' means for --operating 'onemeansfor connecting one normally idisco nested woperatingyconnection: between such rsaidr differential.- synchronizers .and the sof thepzprjopelling engine asamay be re- 3'. The combinatiom in an automatic transmis- :sioitw synchronizers for' :a gas: engine upropelled vehicle, substantially asf described, with awvaria- -ble speed/transmission. .of aaplurality of differentialxsynchronizers, :havinggeared driving con- :nectionsafrom-sthe a enginegand from the vehicle geared in ratios severally appropriateto the ratios in said variable speed transmission, a plurality of normally disconnected operating connections between said differential synchronizers and the throttleiof the propelling engine, a plurality of means for connecting said normally disconnected operatingconnections and themselves actuated by the movement of a part of the said variable speed transmission, andselective means for operating singly one such means for connecting one such normally disconnected operating connection between one such said differential synchronizer, and the throttle of the propelling engine, such differential synchronizer to be selecttransmission and so positioned and timed as to complete its function of connecting the designated normally disconnected operating connection between the designated differential synchronizer and the throttle of the propelling engine before the contact of the mating gears in the said variable speed transmissionwhich are about to be engaged in intermeshing relation.

4. The combination, in an automatic transmission synchronizer for a gas engine propelled vehicle, substantially as described, with a variable speed transmission, of a plurality of differential synchronizers (each differential synchronizer comprising a driving differential gear together with geared driving connections theretofrom the engine, and an oppositely rotating-driving differential gear together with geared driving connections thereto from the propeller shaft of the vehicle, such geared driving connections being in such ratios with each other as to drive the said driving differential gears at equal speeds when the engine is running at a predetermined ratio to the speed of the vehicle, and a floating differential gear situated-between and coactuated by said driving difierential gears, and a shaft answerable to the precession of said floating differential gear, saidshaft borne by a thrust bear- 'ing at one end and bearing a frictional clutch element at its other end and slidable axially, and a companion clutch element, said clutch elements being normally disconnected from each other and maintained disconnected by spring means,- the second named clutch element borne on one end of a second shaft coaxial with the first named shaft and at its farther end borne by a second thrust bearing andv immobile axially, and on the second named shaft a pinion meshing with a rack borne by a rod leading to the throttle of the engine), a plurality of means for temporarily connecting the normally disconnected clutch elements between the shafts actuated by the floating differential gears and the shafts geared to actuate the throttle of the engine (each of said temporarily connecting means comprising a cam movable and returnable transversely with respect to the axes of the said normally disconnected clutch elements and formed to rise toward said clutch elements while so moving transversely thereto, and a second cam situated between said first named cam and said clutch elements and movable dimensioned as to rise pastand eclipse the influence of said first named cam, anda hinged cam follower operated by both cams and mounted substantially coaxial with the said normally disconnected clutch elements and slidable theretowards when influenced by the rise of the first named cam, the hinged portion of said cam follower being answerable to the influence of the second named cam and bearing spring means so disposed as to resist such influence and to restore said hinged portion to its original position coaxial with said clutch elements when said hinged portion of the cam follower is uninfluenced by said second named cam, the influence of the second named cam being to disengaged the cam follower from the influence of the first named cam after having been temporarily subject thereto, and a resilient member interposed between the said cam follower and the thrust bearing of the slidable shaft of one of said normally disconnected clutch elements to resiliently transmit the axial movement of the cam follower through said shaft to said clutch element and thereby to connect said normally disconnected clutch elements when the first named cam commences its described transverse movement, said resilient member, aided by the described disconnecting spring means within said clutch, so reactingtowards the cam follower as to return said cam follower into inoperative position when said cam follower is freed from the influence of the first named cam by the transverse influence of the second named cam, saidcam follower beingarranged to ride inoperative upon a neutral face of said first named cam during the returning movement of said cams and by its described spring means acting upon its hinged portion to be restored to potentially operative position when said returning movement has brought said first. named cam to its initial position), and selective means for'operating one such described means for temporarily connecting one such described normally disconnected operating connection between one such described differential synchronizer and the throttle of the said propelling engine as may be required to cause said engine to move in a predetermined speed relative to the speed of the vehicle, such predetermination being that of the gear ratio of the variable speed transmission elements which may be about to be engaged, (said selective means comprising a cam carrier fixed to a shifter bar of said variable speed transmission and bearing cams as herein described, said cams being so positioned and dimensioned that when such said shifter bar is moved to carry a given transmission gear towards interlockingrelation with its mating gear, the said cams shall first co-operate to connect the particular differential synchronizer appropriate to said given transmission gear ratio unto said throttle of the propelling engine, substantially as described).

5. The combination, with an automatic transmission synchronizer for a gas engine propelled vehicle, substantially as described, having a plurality of differential synchronizers with normally disconnected operating connections to the throttle .of the propelling engine and means for temporarily connecting said normally disconnected operating connections, of operative connecting means from the clutch of the vehicle to the means for temporarily connecting the normally disconnected operating connections between the differential synchronizers and the throttle of the propelling engine arranged to engage and hold inoperative the said means for temporarilvconreciprocally movable memberstil incomes necting the. normally disconnectedv operating connections between the differential synchronizers and the throttle of L the propellingengine :whenever the engine is declutched from the vehicle. a g p 1 w 6. The combination, with an automatic-transmission synchron'izer for a gas engine propelled :vehicle, substantially as described", havinguaplurality ofdiiferential synchronizersnormally disconnected and temporarily connectible with'the throttleof the propellingengine, of disengaging means actuated by'the' clutch pedal of the ve'.- hicle for rendering the synchronizers.inoperable on th'ewthrottle of the. propelling engine when- :everthe clu'tchpedaliis depressed.

7-. A co-ordinating and controlling differential mechanism for a variable speed transmission in a gas engine propelled vehicle arranged to vary the speed of the engine :to conform in a plurality of predetermined ratios with the speed of the lvehicle Whensaid variable s'peedtransmission is disengaged, comprising :a: plurality of reciprocally movable. members each havingua normally disconnected connectible operativeconnection to the: throttle of said engine and each influenced by oppositely influencing :speed :conveying means from the said :engine and the said vehicle in a speed ratioconforming with one of said pluralityof predetermined ratios between'the enginespeed and the vehicle speed, and selective imeans for-connecting one or-the other of said with the throttle of the engine; i i i 8. In combination, a motor,,transmission ele- ,.ments; ;a ;load:e1ement arrangedto ,be driven by said motor throngh' said transmission r elements. ,a reciprocally movingdiiferential floating member operatively connected toavary the speedaof the motor, and oppositely moving co-acting driv- {ingnconnections from said motor to said differential floating, member 1 and from said-load element toisaid differential floating member.

9, In combination, a gas engine, l a t-disconneetible irqtarygload element driven bye-said gas engine, differential gearing comprising two oppositely rotating driving'y gears actuating a .16-

ciprocally moving floating member, .means; operated'by said floatingmembenfor yarying the fuel supply to said gas engineand rco acting driving connections between said gas engine and one,

differential gearing and between Ta, moving part .of said vehicle'and the other oppositely rotating driving member of i said. differential gearing and between the reciprocally movable floating membero'f, said differential gearing and the throttle of fsaid engine, said fc'oeaoting. driving, connections ,being o, disposed in .relation t each otherk'and ,Ito the 'saidLengineandfto the {said yehicleland-to thesaid differential gearingfand to the throttle or. the said engine .as lto. antomaticallygregnlate the speed of the said engine to conform tothe speed of f the u, said vehicle when the -said." trans- -mission elements are disoonnectedg L lltln combination, a gas engine, a vehicle pror5 r dder a d en in t us itra fl ieme movable into i and. out or: intermeshingwrelation, differential gearing comprising two oppositely rotating drivinggears driving a reciprocally movable floating member, and co-acting geared driv- ;ing connections between said engine and one,

rotating driving gear of said differential i gear- --ing and'between amovi-ng partof saidvehicle and the othergoppositelyrotating'driving member of i said differential gearing and" between the recip- .rocally; movable floating member of said'difierential gearing and-the throttle of said engine,

said co-actinggeared driving connections being so disposed in relation toleach other and to said engine andto said vehicle and to the throttleof said engine and geared in such ratio as to autoinggears jointly controlling a reciprocally mov- I able floating member, geared operating .connec- ,tions from the engine to one rotating, driving gear oflsaid differential gearing and from a moving part of thesvehicle to the oppositely rotating driving gearjof said differential gearing, said gea'red operating connections conforming intheir gear Jratios to one of the speed ratiosof the said change-speed ,transmission, and an operating :connection from the floating member of the said differential gearing to the throttle of the said engine.

13.,In combination,a gasengine, a changespeed transmission, a vehicle propelled by said engine. through said transmission, differential gearing comprising two oppositely rotating driv.- 'ing gears jointly controlling a reciprocally movable floating membe1', geared operating connections from the engine to one rotating driving gear of said differential gearing and from a moving part of the vehicle to the other oppositely rotating driving gear of saiddifferentialgearing, said geared operating connections conforming in their gear ratios to one of the speed ratios of the said" change-speed transmission, an operating connection from the floating member of said differentialgearing to the throttle ofsaid engine, "and interposed means'so disposed in connection with the said transmission that whenever the "disengaged elements'of said transmission to which the gear ratios of the said geared operating connectionsconform are moved towards engagement the said transmission elements shall first operate through said interposed means to influence the said operating connectionfrom the "floating member of said differential gearing t?) regulate the speed of said engine in response to the differential action of said differentialgearing so as toautomatically synchronize thesaid disengaged transmission elements before they. are "engaged. s

14. Incombination, a gas engine, a change- 'speed transmissioma vehicle prq 'eneqby said 'en- :gine through said, transmission; differential. gear ing comprisingtwoLopbositely .rotat'iiigl driving" gears jointly controlling a reciprocally movable" floating .member, geared operatingiconnections fron fsaid engine ,toone rotating driving gear of said differential gearing. and from a moving part of the. vehicle to the other. oppositely rotating --driving.tgear,-of, said --.differentialgearing, said geared operating connections conforming in their gear ratios to' one of the speed ratios of the said change-speed transmission, a normally disconnected operating connection from the floating -member of said differential gearing to the throttle of said engine, and means for temporarily conmeeting the said normally disconnected operating connection from the floating member of said differential gearing to the throttle of said engine.

l5. In combination, a gas engine, a changespeed transmission, a vehicle propelled by said engine through said' transmission, differential gearing comprising two oppositely rotating driving gears jointly driving a reciprocally movable floating member, geared operating connections from said engine to one rotating driving gear of said differential gearing and from a moving part of said vehicle to the other oppositely rotating driving gear of said differential gearing, said geared operating connections conforming in their gear ratios to one of the speed ratios of the said change-speed,transmission, a normally disconnected operating connection from the reciprocally'movable-fioating' member of said-differential gearing to the throttle of said engine, and interposed means intercepting the speed changing movement of said change-speedtransmission and operatively connected to automatically connect the said normally disconnected operating connection from said floating member of said differential gearing to the throttle of said engine when said change speed transmission is moved towards engagement in the transmission gear to whose ratio the gear ratio of the said geared operating connections of the differential gearing conforms.

gear meshed with the said two oppositely rotating bevel gears and mounted onan axis transverse to the said shaft, andan operating connection between said reciprocally movable floating member and the speed-varying member of said power element.

17. In combination, a motor, transmission elements, a load element arranged to be driven by said motor through said transmission elements,

and a diiierential synchronizer comprising two oppositely rotating gears, geared operating connections to said two oppositely rotating gears from said motor and said load element respectively, said geared operating connections geared in such ratio one to the other as to conform to the ratio of said transmission elements to each other, a reciprocally movable gear meshed with the said two oppositely rotating gears and axially transverse to the said two oppositely rotating gears, and an operating connection from said reciprocally movable gear to vary the speed of said motor.

' 18. In combination, a gasengine, a disconnectible rotary load element driven by said gas engine, and a differential synchronizer comprising two oppositely rotating gears, geared operating connections from said gas engine to one of said two oppositely rotating gears and from said rotary'load element to the other of said two oppositely rotating gears, said geared operating connections geared in the same ratio one with the other as the speed ratio between said engine and said load element when said-load element is driven by said engine, a reciprocally movable gear meshed with said two oppositely rotating gears and mounted on an axis transverse to the axis of the said two oppositely rotating gears, and operative means operated by said reciprocally movable gear to vary the supply of fuel to said gas engine.

19. In combination, a gas engine, a vehicle propelled by said engine through disconnectible transmission elements, and a differential synchronizer comprising two oppositely rotating gears jointly driving a reciprocally movable gear mounted on an'axis transverse to that of the said two oppositely rotating gears, and co-acting driving connections between saidengine and one of said two oppositely rotating gears and between a moving part of said vehicle and the other of said two oppositely rotating gears and between said reciprocally movable gear and the throttle of said engine, said co-acting driving connections being so disposed in relation to each other and to the said engine and to said vehicle and to said oppositely rotating gears and to said reciprocally movable gear and to the throttle of said engine as to automatically regulate the speed of said engine conformably to the speed of said vehicle when the said disconnectible transmission elements are disconnected.

20; In combination, a gas engine, a changespeed transmission, a vehicle propelled by said propelled by said engine through transmission gears movable into and out of intermeshing relation, and a difierential synchronizer comprising two oppositely rotating gears meshed with and jointly driving a reciprocally movable gear mounted axially transverse thereto, and geared driving connections between said engine and one of said twooppositely rotating gears and between a moving part of said vehicle and the other of said two oppositely rotating gears and between the said reciprocally movable gear and the throttle of said engine, said geared driving connections being so disposed to co-act in relation to each other and to said engine and to said vehicle and to said two oppositely rotating gears and to said reciprocally movable gear and to the throttle of said engine and geared in such ratio as to automatically regulate the speed of the engine to conform to the speed of the vehicle in such ratio that the said transmission gears shall move at equal linear speeds when out of intermeshing relation.

22. In combination, a gas engine, a changespeed transmission, a vehicle propelled by said engine through said transmission, a differential synchronize! comprising a shaft, two oppositely isms rotat n bev lg ears, there n: geared o e atin connections from said engine, and frorr a moyg s; part o s id .vehicletrespectively;toasa d tw opp s te t ing bevel e rs; said-g red ,o ere sti g .conn nssearecl e t v y; eens an ther; nli a l on ormin oeon tof hei ne rat o of i sa d han e-speed, ransmission 1a .1 ei r ca l mo ab e; floatin m m comp i i a, be s ar me h dwith :amhioi t y opg atedi y a dtwo p o i y ctatme .evelsear "and axia y ran v rs to; said sh ftan xia lvon r vel ,nect t q more aid shaftsan w i bbgt th reciprocal allnrece si n, iotzsa dtrec proca l movable floating member, an operating connectiong fg gm;saigl, shagftggto the throttle of said engine, and interposed meansjso disposed in connection with said operating connection from said shaft of said differential synchronizer to the throttle of said engine and with said changespeed transmission that when said change-speed transmission is moved towards engagement in the speed ratio to which in their relative gear ratios the said geared operating connections to the said two oppositely rotating bevel gears of the differential synchronizer conform the change-speed transmission shall first operate said interposed means to influence the said operating connection from said shaft of said differential synchronizerto the throttle of said engine to regulate automatically the speed of said engine in response to the differential action of said reciprocally movable floatingmember of said differential synchronizer to automatically synchronize the disengaged elements of the said designated speed ratio of the saidchange-speed transmission before they are engaged. I

23. In combination, a gas engine, a changespeed transmission, a vehicle propelled by said engine through said transmission, a differential synchronizer comprising a shaft, two oppositely rotating bevel gears thereon jointly controlling a reciprocally movable bevel gear transverse axially thereto and operatively connected to reciprocally move said shaft answerably to the reciprocal axial precession of said reciprocally movable bevel gear, geared operating connections from said engine to one of said two oppositely rotating gears and from a moving part of said vehicle to the other of said two oppositely rotating bevel gears, said geared operating connections conforming in their gear ratios to one of the speed ratios of the change-speed transmission, and a normally disconnected connectible operating connection from said shaft of said differential synchronizer to the throttle of said engine arranged so that when it is connected it reciprocally operates said throttle responsive to the reciprocal movement of said shaft, and means for temporarily connecting said normally disconnected operating connection from said shaft of said differential synchronizer to the throttle of said engine.

24. In combination, a gas engine, a changespeed transmission, a vehicle propelled by said engine through said transmission, a differential synchronizer comprising a shaft, two oppositely rotating bevel gears thereon jointly controlling a reciprocally movable bevel gear transverse axially thereto and operatively connected to reciprocally move said shaft answerably to .the reciprocal axial precession of said reciprocally movable bevel gear, geared operating connections from said engine to one of said two oppositely rotating gears and from a moving 'part of said vehicle to the other of said two oppositely rotating bevel gears, said geared operating connections said conforming :mitbeir; gear. ratios t I smile speed ratios of the said chang ed trans is- 912. norm l t. di cqnne te i rcon ec ib e 0M t conn ction from said haItepf said diffe atialls n hr nizer ihethrpith o an e gine arran ed o r oi rgc a lvo eret 'l i ttl reorsi to t etec oqa ncr m nt s d sha t whe e l Q WQ a JTQW PQSQQ I 3 lamen in Pb? pe dc ah insm v rn ni 9 fiai s ame-s eed t aas is el n fi rtil ly a an e Q- m h said o m gdis rg e t d 5 c nn tion. f pm- 5,11 9 a d- 13;? at al sameness to kil s Pamela I: o ssa ei iea s sseeeii tac mi 0 whose speed ratio the gear ratios of t e said geared operating connections of the differential synchronizer conform.

25. The combination, with an automatic transmission synchronizer for a gas engine propelled vehicle, comprising a reciprocally moving differential floating member and oppositely moving c-o-acting driving connections thereto from the engine and the vehicle, and having normally disconnected operating connections from said reciprocally movingdifferential floating member to thethrottle of said engine temporarily connectible by interposed means intercepting and operated by the speed changing movement of the transmission of said vehicle, of operative connecting means from the clutch of said vehicle to the said interposed means arranged to engage and move out of intercepting position and hold inoperative the said interposed means whenever, the said engine is de-clutched from the said vehicle.

26. The combination, with an automatic transmission synchronizer, comprising a gas engine, a change-speed transmission, a vehicle propelled by said engine through said transmission, a differential gearing co-actuated jointly by said engine and said vehicle and having a reciprocally movable floating member, and having a normally disconnected operating connection from said floatingmember of said differential gearing to the throttle of said engine temporarily connectible by interposed means-intercepting and operated by the speed changing movement of said change-speed transmission, of disengaging means actuated by the clutch pedal of said vehicle to move the said interposed means out of its intercepting position and hold inoperative the said interposed means and thus to render the reciprocal movement of said reciprocally movable floating member of said differential gearing inoperative on the throttle of said engine whenever the clutch pedal is depressed.

27. Inv combination, a power element having a speed-varying member, a disconnectible load element driven thereby, a reciprocally rotating means for connecting said normally disconnected operating connection.- 291A power transmission synchronizing mechanism comprising, in'combination; apower element, having a speed varying member, transmission elements, a load element arranged to be driven by said power element through said transmission elements, a reciprocally rotatable differential element, driving connections from both the said power element and the said load element to the said reciprocally rotatable differential element, a normally disconnected operating connection from the said reciprocally rotatable differential element to the speed varying member of'the said power element, and means for temporarily connecting the said normallydisconnected operating connection. a v

i 30. The combination of a power element having a speed-varying memberg' a-disconneotible load element driven by said power'element, an epicyclic gear train embodying three interconnected-elements, a driving connection from said power element to one of said epicyclic elements, a driving connection from said disconnectible load element to another of said epicyclic elements, and an operative connection from the third of said epicyclic elements to the speed-varying member of the said power element.

REGINALD BLAND. 

